Device for facilitating movement of steering wheels



J. L, BARR `DEVlICE FOR FACILITATING MOVEMENT OF STEERING `WHEELS Original Filed May 29, 1934` JOHN Ba/afa Patented D... zo, 1938 2,140,493

l1iff-UNITED STATES PATENT OFFICE DEVICE FOR FACILI'VIATINGr OF A STEERING WHEELS f John new, chevy chase, Md.

Original application May 29,' 1934, Serial No.

728,181.` Divided and this application April 17, 1936, Serial No. 74,990

6 Claims.

'Ihis application is aV division of my copending application Serial No. 728,187, filed May 29, 1934. My invention relates to means for relieving the weight onat least one ofthe steering wheels of .5 ya vehicle so that the steerlngwheels may be more yeasily turned. e v Y p This application comprises means for lifting a e portion of the vehicle byreason of power applied 1 which ,is extraneous of the movement of V,the

. vehicle.- In other forms of devices which I have invented, there has been a. compression element -upon which the vehicle has moved either by forward or backwardmovement of the vehicle. The `present invention, however, contemplates the `use 1 s eitherofmanual power or mechanical power of Y e' lsome sort on the vehicle for accomplishing the will relieve the vweight on that steeringwheel.

While the device is in operative position, the car Will be driven back and forth in the parking or turning operations, the'caster wheel relieving the .weight on one. of the steering wheels and'making it more easyto turn them. n f

` VIt isV an object of this invention to have a lift device which will be in place throughout the f turning operations and-"Will permit the car to be Ydriven back and forth without necessitating that the car be balancedon the device.

" y j Another object ofthe invention'is tomake the operation of a steering'y assisting devicemorefposie f 46 ktive and less subject to the skill of the operator.

A* still further object of the `invention is to prov'idera strong, sturdy 'construction whichy is easy repair and replace; andk which can be readily 50 'hereinafter set forth and claimed, with the unl 4`derstanding thaty the Vseveral necessary elements Comprisingmy invention maybe varied in conf y struction, proportions, andk arrangement, without y '.depaltngr'from the Vspirltand scopeof theV ap fr'pendedclaimsj Q In order to make my invention more 'clearly understood, I have shown in the accompanying drawing means for carrying the same into practical effect without limiting the improvements in their useful applications to the particular constructions which, for the purpose of explanation, have been made the subject of illustration.

In the drawing: f

Figure 1 is a side elevation of my device employing motive power for operation derived from o the intake manifold of the car.

Figure 2 is a view taken along the line 2 2 of Figure 1. Y

Figure 3 is a detail view partly in cross section l5 of the latch and valve 'control mechanism for the form of invention shown in Figure 1.

Figure 4 is a detail view in side elevation showing my devicein the retracted position.

Figure 5 is a view taken along the line 5-5 of Figure 1, looking in the direction of the arrows.

In the form of invention shown in these figures, I have shown attached by suitable bolts 8|, or some other suitable fastening means, to the frame 3 of the car, a cylinder 82. Within the cylinder, with a fluid tight t, is a piston 83 which 25 is mounted on the end of a piston rod 84 which slides through a suitable packing gland 85 in the cylinder 82.

The cylinder isprovided with ports 86 and 81 which communicatewith pipes 88 and 89, respectively. The pipes 88 and 89 are attached, by suitable connections 9| and 92, respectively, toa valve construction 93. The valve construction 93 is provided with ports 94 and 95, and has a cylindrical central aperture 96 in which are adapted to slide two piston members 91. The valve is also provided with ports 98 and a port 99. The port 99 is attached through a suitable fitting |0| to a pipe |02. Thepipe |02 is attached through a 40 fitting |83 to the intake manifold |04 of the car- Y buretor of a gasoline engine.

'of this control member on the dash.

` AThe vcontrol rod |05 is provided with a handle v1|09. The other end of the control rod is adapted to slide in an aperture provided in a cylinder head H2 which is screw-threaded at H3 to the valve body 93. The 'control rod |05 has a groove H4 which lies opposite an aperture H5 provided in the cylinder head member H2. Adjacent the aperture H5 the cylinder head member |||2 is provided with a projection I6 which has an aperture I I1 therein in which is housed a spring H8. The spring ||8 presses upwardly a ball H9 which, in the position shown in Figure 3, lies within the groove I I4 of the control rod |05. This ball and spring construction is adapted to hold the control rod |05 normally in the position shown in Figure 3, at which time both the vport 94, which communicates with pipe 88, and the port 95, which communicates with pipe 89, are closed.

With the parts in the position shown in Figure 3, there is a suction in the pipe |02 which communicates with the intake manifold of the engine. However, because the piston head members 91 cover the ports 94 and 95, nol suction is produced in the pipes 89 or 88. If the operator pushes on the handle |09 and moves the piston members 91 to the right, the port 94 will be cracked and suction will be produced in pipe 88 which will suck the'piston 83 to the left with the parts in the position shown in Figure 1. A contrary movement of the handle |09 will reverse the operation of the valve construction and a suction will be produced in pipe 89 which will tend to move the piston head 83 into the position shown in dotted lines in Figure 1.

It will be noted that in -their movement of the piston members 91 communicationis established between one of the members 98 and the port which is not in communication with the'suction through line I 02. 'Ihis permits atmospheric air to enter the cylinder 82 on the side of the piston 83 which is not subjected to the vacuum,thus permitting the piston 83 to move freely under the influence of the vacuum.

This statement just ymade is, of course, not scientifically accurate, since it is the air pressure that moves the piston 83 and the lackof the balancing pressure on the suction side which causes the piston to move under the atmospheric pressure. It is thought, however, that the operation of the piston 83 in the cylinder 82 under the control of the valve mechanism just described will be readily understood.

There is a latch release mechanism fastened to the end of the operating rod |05 which comprises a Bowden wire |20 which is fastened to the end of the operating rod |05. A Bowden wire casing |2| is fastened in the piston head eX- tension I2. The Bowden wire casing is fastened through a bracket |22 to the flange of the frame 3. 1 v d The other end of the Bowden wire carries a lost motion linkage |23 in which is adapted to slide a pin |24 that is attached to an upright I 25. The upright I 25 is carried by a latch member |26 having a sloping face |21. kThe latch member I 26 is mounted in a casing I 28. The latch carries a rod |29 which passes through an aperture in the head |3| of the casing |28. Thereris a nut |32 mounted on the end of the rod |29 which limits the downward movement of the latch |26. A spring .|33 is coiled around the rod |29 and holds the latch |25 spring pressed in the downward position as indicated in Figure 3.

By pulling the handle I 09 outwardly from the dash, the latch |20 can be pulled by meansof the Bowden wire |20 into the up position to release the mechanism for lifting the weight onv latch |25 is raised in the up position, releasing the mechanism for `extension into operative position. This extension into the operative position will later be described.

On theV end of the piston rod 84 is pivoted a lroller |35 which is mounted between bifurcated arms |36 attached to the end of the piston rod 84. The roller |35 is adapted to travel on a rlevel base member |31 which is adapted to take thrust forces. This member |31 may be attached by bolts |38 to the under side ofthe upper flange on the frame 3 of the car.

Pivoted on'the aXle |39 of the roller |35 is a link member |4| which is pivoted at |42 to an arm I 43 of the bell crank lever'which has another arm |44. The bell crank lever is pivotedA on a shaft |45 which is mounted on a support base |49. Y

The support base |46 is bolted, by means of bolts |41, to the upper side of the lower flange of the frame 3. An upright stop member |48 is formed on the b-ase |49 to prevent movement of the arm |43 of the bell crank lever beyond the position shown in Figure 1. The arm |44 of the bell crank lever is provided with a stud |49 that ts within the lost motion linkage 22 of the lever 23. The lever 23 in this construction is formed with a gradual bend at |5I. The front end |52 of the lever is pivoted to a pivot I 53 mounted in a base |54, which is supportedon the front axle 2 byU-bolts |55. The lever 23 has bifurcated arms and bracing constructiony (not shown). The bifurcated arms I have indicated at |56 in Figure 5.

Y There is pivoted on the pivot bolt |51 passing through the bifurcated arms |56 of the lever 23 a construction having an arm`v38 which has a stop 39, a leg 42, a pivot 4| and a pivot 43, which is located on a leg member 44.

The leg member 44 has a strenthening web 45, and is pivoted at its upper end at 49 to the lever 23. On the bottom of the leg 44 I have provided a caster construction 41, which is pivoted on a revoluble thrust bearing 48 that carries the usual Pivoted on the` extension |58 at |33 is a link' member |84 having a lost motion slot |65; 'Ihe lost motion slot passes overa stud |69 which is d mounted on a base |51 attached by rivets or other suitable fastening members |68 to the frame 3 ofthe car. In operation, the ydevice is shown invFigure-l in the operative position, eX- erting a lifting force on one of the frame members 3 of the chassis. In this kposition of the parts the arm |44 of the belly crank .lever is in the down position. .Y

The piston head 83 is to the'right with vth partsv shown inthe position indicated in Figure n y ment with. the latch memberA |21, but has been age 22 of the lever 23.

: dicated in Figure 1, through the contraction of When the piston 83 is moved k'to thev left, with the parts in the position shown in Figure 1, the extension |69 will be locked over the latch mem- Y berr |26, as plainly shown in Figure 3, which will hold .the lever 23inthe up position. This is the "up or inoperative position of the mechanism. The position of the parts is indicated in Figure 4. In this position the whole mechanism is latched in place, as indicated in Figure 3, and is ready to be unlatched and moved into the operative positionr by movement of the handle |09 r`on the valve mechanism 93. The operation of the valve and latch has been previously de- ,v scribed.`

- witn 'the parts shown in the position inusr-trated' in Figure 3, the articulated collapsible compression element assumes the position illustrated in Figure 4. In` this position the compression element is held in its collapsed condition without danger of its falling on tothe roadway.

Upon movement of the plunger 9 through manual manipulation to the left, with the parts .inthe position illustrated in Figure 3 the pipe 89 'is put in communication with pipe |02 which leads "from the intakemanifold and suction is produced at the right of the piston 83 (see Figure f1)..' At the same time through port 98 pipe 88 is thrown in communication with the atmosphere K f and pressure is produced on the left of the piston 83, which tends tomove the piston 83 over finy their downward direction.

45'Tinto the position illustrated in Figure .1.

. Member |26 has been raised so that extension |69;v is no longer in contact with member |26. Therefore, the parts are permitted to proceed The vunlatching that occurs between members |26 and-|69 takes place by reason of the movement of the Bowden wire connection |20. 'I'he rst movement that 'occurs is for the articulated members 38 'and 42 to assume theposition shown in Figure l-that is, to become straightened out. Upon further movement of the piston 83, Lthe articulated members being straightened out, thev arm 23 is pushed into position so that the vehicle is raised on the uncollapsed compression element.

While-I have shownv and described the pref ferred embodiment of my invention, I wish it to t Aist be understood that I do not confine myself to the precise` details of construction herein set forth, `by way of illustration, as it is apparent that many changes and variations may be made y therein, by these skilled in the art, without departing from the spirit of the invention, or exceeding the scope of the appended claims.

I claim: 1. A device for relieving the weight at least in part on the steeringwheels of a motor driven vehicle comprising an intake manifold, power means carried by the vehicle operated from the intake manifold, an articulated collapsible compression element carried by the vehicle, means operated by said power means to bring it to the uncollapsed state, and a lever operated by the powermeans to pivot it bodily downwardly after it is fully uncollapsed to relieve the weight on at vleast one of the steering wheels of a vehicle.

2. A device for relieving the weight at least in part on the steeling wheels of a motor driven vehicle comprising, an intake manifold, power means carried by the vehicle operated from the intake manifold, an articulated collapsible compression element carried by the vehicle, means operated by said power means to bring it to the uncollapsed state, a lever to pivot it bodily downwardly after it is fully uncollapsed to relieve the weight on at least one of the steering wheels of a vehicle, and means mounted on the compression element to compensate for movement imparted to the compression element by reason of turning of the steering wheels.

3. A device for relieving the weight at least in part on the steering wheels of a motor driven Yvehicle comprising, an intake manifold, power `means carried by the vehicle operated from the intake manifold, an larticulated collapsible compression element carried bythe vehicle, means operated by said power means to bring it to the uncollapsed state, a lever to pivot it bodily downwardly after it is fully uncollapsed to relieve the l Weight on at least one of the steering wheels of a vehicle, and a castor attachment for the bottom of the element.

4. A Ydevice for relieving the weight at least in part on the steering wheels of a motor driven vehicle comprising, an intake manifold, an articulated collapsible compressionV element having an upper support pivoted on the vehicle, a lower support pivoted on the upper support, means to move the supports relative to each other to bring the element into the uncollapsed position, and power means operative from the manifold of the engine to move the compression element down- Wardlyonly after it has been straightened and reached its uncollapsed state to relieve the weight on at least one of the steering wheels of the vehicle.

5. A device for relieving the weight at least in part on the steering wheels of a motor driven vehicle comprising an intake manifold, an articulated collapsible compression element carried by the vehicle, means to bring it to the uncollapsed and fully extended state, power means carried by the vehicle to move it bodily downward only after it has reached its totally uncollapsed state, a power control mechanism, and a latch mechanism operative through movement of the power control mechanism to hold the compression element in its inoperative position.

5. A device for relieving the weight at least in part on the steering wheels of a motor driven vehicle comprising an intake manifold, a collapsible compression element carried by the Vehicle, means to fully extend the collapsible compression element, power means carried by the vehicle operative from the manifold of the engine to swing the fully uncollapsed element downwardly to engage the ground, a valve controlling said power means, a latch to hold the compression element in its upper collapsed condition, and meansv operated by movement of a valve to release the latch.

JOHN L. BARR. 

